An automated axle control system provides both indication to the driver when a lift axle should be raised or lowered, and takes action to effect axle positioning when the driver fails to respond. Operations are based on estimates of vehicle weight and vehicle speed and are implemented primarily through preexisting vehicle controllers and a controller area network over which the controllers communicate.
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1. A positioning system for a lift axle for wheeled vehicles, the positioning system comprising:
an air spring suspension system including a plurality of air springs for supporting a wheeled vehicle chassis from a plurality of axles including the lift axle;
an air spring inflation system including a primary air tank;
load sensors communicating with the plurality of air springs;
a vehicle speed sensor;
a transmission controller for reporting a selected transmission gear;
an accelerator pedal position sensor;
a park brake position sensor;
a primary air tank pressure sensor communicating with the primary air tank;
an ignition switch position sensor;
lift axle positioning means;
an electrical system controller connected to collect outputs of the load sensors, the vehicle speed sensor, the accelerator pedal position sensor, the transmission controller the primary air tank pressure sensor, the park brake position sensor and the ignition switch position sensor; and
the electrical system controller being programmed to issue instructions to the lift axle means responsive to the values of the load sensors, the vehicle speed sensor, the transmission controller, the park brake position sensor and the ignition switch position sensor.
9. A wheeled vehicle comprising:
a plurality of axles including a lift axle;
means for raising and lowering the lift axle;
an electrical system controller and at least a first controller area network including the electrical system controller as a node;
a suspension system including air springs for supporting a sprung portion of the vehicle from the plurality of lift axles;
an air spring inflation system including a primary air tank connected to supply pressurized air to the air springs;
load sensor communicating with each of the plurality of air springs to generate pressure measurement signals relating to the plurality of air springs and connected for communicating the load signals to the electrical system controller;
a primary air tank pressure sensor communicating with the primary air tank to provide a primary air tank pressure signal and coupled to the electrical system controller for providing a primary air tank pressure signal;
a vehicle speed sensor which provides a vehicle speed related signal over said at least first controller area network;
a transmission controller connected to said at least first controller area network for reporting the current selected transmission gear and a status value for a vehicle transmission;
an accelerator pedal position sensor;
a park brake position sensor connected to the electrical system controller;
an ignition switch position sensor connected to a vehicle ignition switch;
a lift axle positioning system including pneumatic valves, solenoids for actuating the pneumatic valves and a solenoid controller coupled to the electrical system controller for generating solenoid control signals; and
the electrical system controller being programmed to issue instructions to the lift axle means responsive to the values of the load sensors.
2. A positioning system for a lift axle for wheeled vehicles as set forth in
means for validating the load signals as potentially valid responsive to values received for the primary air tank pressure signal.
3. A positioning system for a lift axle for wheeled vehicles as set forth in
means for issuing telltales to an operator as to when the lift axle should be raised and lowered.
4. A positioning system for a lift axle for wheeled vehicles as set forth in
means for implementing a lift axle and suspension pressure dump where the vehicle is above a threshold weight and threshold speed.
5. A positioning system for a lift axle for wheeled vehicles as set forth in
a switch coupled for communication with the electrical system controller by which the operator can raise the lift axle when vehicle weight is below a threshold value.
6. A positioning system for a lift axle for wheeled vehicles as set forth in
means for automatically lowering the lift axle if the vehicle speed is greater than or equal to 5 mph, the vehicle weight exceeds the threshold and the operator has not manually lowered the lift axle.
7. A positioning system for a lift axle for wheeled vehicles as set forth in
means for locking out the operator from manually raising the axle when weight of the wheeled vehicle is above the threshold for as long as vehicle speed exceeds 5 mph.
8. A positioning system for a lift axle for wheeled vehicles as set forth in
means for raising the lift axle automatically responsive to setting of the park brake.
10. A wheeled vehicle as set forth in
the electrical system controller being further programmed to respond to the primary air tank pressure sensor, the vehicle speed sensor, the transmission controller, the park brake position sensor, the accelerator pedal position sensor and the ignition switch position sensor.
11. A wheeled vehicle as set forth in
the electrical system controller programming provides for filtering the load sensor signal to generate a load estimate.
12. A wheeled vehicle as set froth in
the electrical system controller monitors primary air tank pressure to validate the load sensor signals.
13. A wheeled vehicle as set forth in
indicators operably coupled to the electrical system controller and visible to the operator for generation of telltales; and
the electrical system controller being programmed to provide to an operator distinct telltales using the indicators as to when the lift axle should be raised or lowered responsive to estimated vehicle weight.
14. A wheeled vehicle as set forth in
the electrical system controller being programmed to automatically control the lift axle and suspension pressure dump responsive to the load signals indicating a weight in excess of a threshold weight and a speed signal indicating a greater than threshold speed.
15. A wheeled vehicle as set forth in
switches allowing the operator to raise the lift axle when the vehicle's weight is below a threshold value and the vehicle's speed is less than 5 mph.
16. A wheeled vehicle as set forth in
the electrical system controller programing providing for automatically lowering the lift axle if the vehicle speed is greater than or equal to 5 mph and the vehicle weight exceeds the threshold.
17. A wheeled vehicle as set forth in
the electrical system controller providing for locking the operator from manually raising the axle when weight is above the threshold for as long as vehicle speed exceeds 5 mph.
18. A wheeled vehicle as set forth in
the electrical system controller programming providing for automatically raising the lift axle responsive to setting of the park brake.
19. A wheeled vehicle as set forth in
the electrical system controller including programming for automatically dumping the suspension if the lift axle is raised by the operator and the vehicle's weight is greater than the threshold value.
20. A wheeled vehicle as set forth in
the electrical system controller including programming responsive to the lift axle being raised for allowing the operator to set the suspension from dump to ride height responsive to a wheel based vehicle speed error or out of range condition, with the speed at which a suspension dump being allowed not exceeding 5 mph.
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1. Technical Field
The invention relates to lift axles for load carrying utility vehicles and more particularly to a control system for such lift axles integrated with a comprehensive vehicle control system and providing substantial automation of the process.
2. Description of the Problem
Many utility vehicles are equipped with lift axles which may be raised under low load conditions to reduce vehicle rolling resistance and lowered to bring additional load bearing wheels into contact with a road under high load conditions to reduce per axle loading to within legal maximums. Obviously, a decision is required as to the appropriate times to raise and lower such a lift axle. The increasing sophistication of vehicle control systems has made much data available that might be used to indicate appropriate times for repositioning the lift axle. Issues relating to isolating this data and correlating the various sources of data for cooperative use have not previously been thoroughly addressed to the best knowledge of the present inventors.
Among the factors of interest in deciding whether to raise and lower and axle is the total vehicle load. This data can be isolated from air suspension pressure readings. Vehicle stability will be affected by changes in axle position, and thus an axle should not be repositioned if the vehicle is moving at more than a minimal rate of speed.
The present invention provides a positioning system for a lift axle for wheeled vehicles. The lift axle positioning system includes an air spring suspension system including a plurality of air springs for supporting a wheeled vehicle chassis from a plurality of axles including the lift axle. The air springs are inflated from an air spring inflation system including a pressurized, primary air tank. Load sensors communicate with each of the plurality of air springs to generate pressure measurement signals relating to the air springs. A primary air tank pressure sensor communicates with the primary air tank to provide a primary air tank pressure signal. A vehicle speed sensor provides a signal from which vehicle speed can be derived. A transmission controller reports transmission status. A park brake position sensor and an ignition switch are connected to a electrical system controller. The positioning system includes lift axle positioning pneumatic valves which are actuated by solenoid valve controllers. The electrical system controller connected to collect outputs of the several sensors, either directly or indirectly, and to issue instructions to the solenoid valve controllers.
The electrical system controller (ESC) is programmed to issue instructions to the solenoids which in turn control pneumatic control valves for positioning the lift axle. The ESC operates in response to the values of the load sensors, the primary air tank pressure sensor, the vehicle speed sensor, the transmission controller, the park brake position sensor and the ignition switch position sensor. The electrical system controller programming provides for filtering the load sensor signal to generate a load estimate. Primary air tank pressure is monitored to assure that the load sensor signals are accurate since the primary air tank is the source of inflation air for the load bearing air springs.
The electrical system controller programming provides to an operator distinct indications (“telltales”) as to when the lift axle should be raised or lowered as a function of estimated vehicle weight. In addition, the lift axle and suspension pressure dump may be automatically controlled where the vehicle is above a threshold weight and threshold speed. The telltales light when it is recommended that an operator change the lift axle position and extinguish when the recommended action has taken place. The operator can raise the lift axle by a switch when the vehicle's weight is below a threshold value. The operator will be further able to raise and lower the lift axle when the vehicle's speed is less than 5 mph. The lift axle automatically lowers under control of the electrical system controller if the vehicle speed is greater than or equal to 5 mph and the vehicle weight exceeds the threshold. The operator is locked from manually raising the axle when weight is above the threshold for as long as vehicle speed exceeds 5 mph. The electrical system controller by default raises the lift axle if the parking brake is set.
The electrical system controller automatically dumps the suspension if the lift axle is raised by the operator and the vehicle's weight is greater than the threshold value.
Additional effects, features and advantages will be apparent in the written description that follows.
The novel features believed characteristic of the invention are set forth in the appended claims. The invention itself however, as well as a preferred mode of use, further objects and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings, wherein:
A vehicle 10 is shown in
Automatic operation of lift axle 26, or, alternatively, giving indication to an operator of appropriate times to raise or lower lift axle 26, involves other vehicle systems which are schematically illustrated in
With reference to
ESC 30, unlike most of the other modules, is not concerned strictly with the function of a particular system or subset of devices, but monitors all of the other controllers and can be used to implement algorithms directed to optimizing vehicle operation. ESC 30 may also be assigned direct control of a subset of vehicle functions and direct responsibility for monitoring other vehicle functions. ESC 30 is attached to monitor a park brake 118, a load sensor 268 (i.e. pressure sensor(s) 322, where not connected directly to a stability and height controller 150), a primary tank 68 pressure sensor 168 and ignition switch 166. In addition, ESC 30 is connected to an SAE J1708 bus over which it communicates with a group of switches 131 which in turn include control switches for positioning the lift axle 26. ABS 160 can report on the operation of brakes 161 and, if desired, can report vehicle speed from the wheel speed sensors 162. Typically, vehicle speed is provided by a transmission tachometer 75 which communicates with engine controller 140. ESC 30 acts as a gateway between the public J1939 bus 316 and a proprietary J1939 bus 116. Automatic control of the lift axle is implemented by programming of ESC 30. The instructions generated by ESC 30 are coded as J1939 messages and broadcast over private bus 116. The instructions are decoded from the J1939 messages carried out by a solenoid controller 170 connected to the private J1939 bus 116. Solenoid controller 170 generates the actual control signals applied to solenoids 172. Gauge controller 120 generates indication or telltales on indicator lights 901.
Engine controller 140 manages operation of an internal combustion engine 70. Engine controller generates an estimate of instantaneous engine torque from fuel flow, engine rpms and appropriate preprogrammed look up tables. Engine torque is then made available on the bus 316. The engine controller 140 is also connected to accelerator position sensor 121 and provides messages over bus 316. Transmission tachometer 75 generates a vehicle speed estimate based on the average rotational speeds of the drive wheels of tractor 26 from a transmission output shaft. Gauge controller 120 typically handles a standard instrument package. A transmission controller 130 controls transmission 72 and is operated to dynamically select start gears, to modify shift points and to select a running gear of transmission 72 based on vehicle weight (if available), speed and engine torque.
Vehicles may in the future be equipped with a height and stability controller 150 which will adjust vehicle height and individual air spring pressurization to counter the effects of persistent cross winds, cornering, indication of excessive vehicle roll, etc. as indicated by axle load determination. The stability and height controller 150 could then operate on inputs relating to vehicle height and perhaps on differential wheel speed information supplied by ABS 160 to control air pressure valves 52 for air springs located along the sides of the vehicle. The functions implemented by a height and stability controller 150, as well as transient charges in loading of a given air spring 44 from road shock, complicate isolation of a vehicle load value from the raw air spring pressure measurement.
If transmitted over the J1939 bus 316, vehicle load measurements are formatted as signals by scaling the measurement to be proportioned to the load range which is of interest to the operator. The information is then formatted for transmittal over the SEA J 1939 bus 316. The signal is picked up by gauge controller 120 for display to the operator and may be picked up by transmission controller 130 to be used as an argument in interrogating a gear choice look up table. ESC 30 collates the various data to determine when a lift axle should be raised or lowered, whether conditions permit doing so, and carrying out the operation in the absence of indication from the operator as to what to do with respect to positioning the lift axle.
The several controllers are data processing units implemented using conventional microprocessor and memory technology. They are programmable and have access to stored look up tables which may be loaded with empirically collected data.
Outputs include raise and lower telltale signals 420, 421 and the lift axle up and lift axle down indicator signals 422, 423, all for the gauge controller 120. Suspension dump signals 424 and 425 and lift axle signals A and B 426, 427 are provided over the private J1939 bus 116 to solenoid controller 170 from ESC 30.
The signal sourced by load monitor pressure sensor 268 must be filtered to remove unwanted signal variation such as that due to vehicle movement. To filter this signal, a 2-point weighted average filter is used. The filtering formula finds the filtered load monitor pressure signal (LF) from the current load pressure sensor signal reading (PL) from the previously calculated filtered load monitor pressure signal (LOLD). K is an arbitrary whole number parameter.
LF=1/256*PL+255/256*LOLD or, put generally,
LF=1/K*PL+(1−K)/K*LOLD.
However, If the load monitor pressure sensor has a bad status, then:
LF=LOLD.
The load determination is used to determine axle load. Part of this calculation depends upon use of an error offset, which is provided as a programmable parameter. A second parameter “slope” is also used as illustrated below. Slope is initially set at 255 lbs/psig and the Offset at 1400 lbs. These values may be adjusted based on vehicle testing. The Calculated Axle Load (LA) is an estimation of the vehicle weight carried on an axle based upon the pressure in the primary air suspension.
LA=Slope*LF+Offset+Error Factor.
Determination of whether or not the primary air tank is supplying air is based on a set of rules. The first rule states that if the primary tank pressure signal is below and has not yet reached 95 psig following cycling of key switch 166 from off to any other state, a module reset, or a reset following pressure falling below a minimum operating value, a false signal indicating primary tank 68 is not supplying air is generated. The second rule states that once the air pressure has reached 95 psig, the signal is true. The third rule provides that after the air pressure signal reaches 95 psig, should the pressure at any time fall below 75 psig, the signal is false and the process is returned to rule 1. The 95 psig represents the minimum pressure (i.e. worst case) required to guarantee that a pressure protection valve is open. The pressure protection valve controls when the suspension is receiving air pressure from the primary air tank. The 75 psig is the maximum pressure (i.e. worst case) at which the pressure protection valve will close.
A stop cycle may be broadly defined as the time the vehicle spends between stops. ESC 30 determines the vehicle weight once per stop cycle. ESC 30 is programmed to implement a series of logical tests to determine when stop cycles begin and end. A new stop cycle begins when:
A stop cycle ends when:
ESC 30 sets the stop cycle weight to unknown at the start of every new stop cycle. If the stop cycle weight is unknown during a stop cycle, then the ESC will set the stop cycle weight after the following is true:
The immediately preceding rule set may be satisfied for meeting the 10 second time limits by including the 10 seconds before a new stop cycle starts. The 30 second time limit may similarly include the 30 seconds before a new stop cycle starts. 8 psig is the maximum pressure that may be measured when the suspension is dumped. The measurement of change in air pressure as monitored by the filtered load monitor pressure sensor is to assure stability in the mechanical air system. Changes in vehicle speed influence vehicle stability and consequently affect weight (i.e. load) measurements. Measurements are limited to periods when the vehicle has not undergone substantial acceleration or deceleration (and that therefore stability has not been influenced by vehicle acceleration and deceleration). The 30 second time frame for lift axle movement is to ensure that the system does not detect false stability due to lift axle movement in combination with the air line plumbing. 3 psig and 10 second time frame are used for example only and figures for a specific vehicle may change based upon vehicle testing. Similarly the 1.5 mph window and 10 second time frame may change based upon vehicle testing. The 30 second time frame may change based upon vehicle testing.
To set the stop cycle weight during a stop cycle, the ESC will do the following:
ESC 30 verifies that the stop cycle weight has not changed due to vehicle conditions once the stop cycle weight is set during a stop cycle. ESC 30 sets the stop cycle verification weight to 0 lbs at the start of every new stop cycle. If the stop cycle weight is known during a stop cycle and the stop cycle verification weight is 0 lbs, then the ESC will set the stop cycle verification weight to unknown after the following are not true:
If the stop cycle verification weight is zero during a stop cycle, then the ESC will set the stop cycle verification weight after the following is true:
To set the stop cycle verification weight during a stop cycle, ESC 30 executes a program to implement the following rule:
ESC 30 broadcasts a J1939 message to request EGC 120 to turn on the “Lower Axle” light when:
ESC 30 requests that EGC 120 turns on the “Raise Axle” light by means of a J1939 message when:
An operator request for axle lift is only valid when the key is in the run or the accessory position. The operator request for the lift axle to lower operates in response to:
An operator request for the lift axle to be raised operates in response to:
the lift axle up switch transitions from the lower position to the upper position; AND
The ESC 30 causes the solenoids to lower the lift axle when:
The ESC causes the solenoids to raise the lift axle when:
Lift Axle Down Switch Indicator operation is now described. Here it is assumed that the switch indicator will only work with the key switch in the run or accessory position. The lift axle down switch indicator will be on when:
Lift Axle Up Switch Indicator operation is now considered. Here it is assumed that the switch indicator will only work with the key switch in the run or accessory position. The lift axle up switch indicator will be on when:
The lift axle up switch indicator will flash fast when:
The lift axle up switch indicator will be off when:
Suspension dump instructions are generated by ESC 30 and can be passed to either the solenoid controller 170 or, alternatively, to Suspension (or Stability and) Height Control 150. In so far as suspension dumps concern the present invention the process is now described. ESC 30 instructs solenoid controller 170 or SHC 150 to dump the suspension 52 when:
Initialization Requirements are now described. When the key switch transitions from the off position to the run or accessory position, initialization occurs. Otherwise, initialization fails. ESC 30 may not always be able to differentiate the off key position from other key positions when a low voltage condition occurs. Thus the vehicle is not in a stop cycle at initialization. At initialization the lift axle is to be considered to not have transitioned in the past 30 seconds. All criteria that require something to have happened in a 10 second time frame may exclude the 10 seconds prior to initialization. The calculated axle load and the filtered load monitor pressure sensor shall be initialized to zero when the load monitor pressure sensor has a good status at the time of initialization. ESC 30 may or may not store the last known position of the lift axle upon vehicle start. Where ESC 30 stores the last state of the lift axle, the ESC causes control signals to be generated for application to air solenoids 172 to effect the proper energized/de-energized state for the known position. If ESC 30 does not know the state of the lift axle, the ESC will leave both lift axle solenoids de-energized until operator actions would result in controlling the solenoids to the raised or lowered position. All of the requirements for raising or lowering the axle still apply. Both lift axle switch indicators flash slowly until operator actions would result in controlling the solenoids to the raised or lowered position.
The invention provides an automated lift axle control system which accounts for vehicle loading and stability in determining when to raise and lower and axle.
While the invention is shown in only one of its forms, it is not thus limited but is susceptible to various changes and modifications without departing from the spirit and scope of the invention.
Rotz, John F., Bell, Joseph A., Brooks, David B.
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